Tenere 700: ECU Flash Tune by 2WheelDynoWorks

 ECU Flash Tune by 2WheelDynoWorks

The recent addition of a Black Widow Decat Race Header & removal of the oem air box snorkel has prompted an ecu flash tune by 2WheelDynoWorks. Last years mail in ecu flash Black Friday sale ($225 US or $310 CDN) was for the entire month of Nov & can be done via mail, drop off or ride in at their Kirkland shop just east of Seattle Wa, USA...note that they will refund the $50 US shipping charge invoiced at purchase if you opt to bring the ecu to their shop. Kudo's to them for having no time limit on when to have it flashed, so was be able to ride down this spring when the bike is insured.

If seeking the most refined fueling & power delivery, cooler running & healthier motor an ecu flash tuned for your particular set-up provides the greatest benefit, whereby on the Tenere 700 the majority of the improvement will be in the low/mid range, at part-throttle & at WOT. An alternative is 'piggyback' plug-n-play fuel controllers, but are limited in capability compared to flashes + may cost more & the most basic dongles that substitute the oem temperature sensor's signal with one that tricks the ecu into thinking the ambient temperature is lower than actual resulting in richer fuel delivery. A tech article explaining the differences between an ecu flash & 'piggyback' controllers can be viewed here. The T7 does not have throttle restrictions like many throttle by wire bikes. 

Changes in just air filter & muffler do not require a flash as they usually do not alter fueling beyond the parameters of the oem ecu programming, however, a flash is recommended for correcting fuel & ignition mapping issues related to epa tuning, particularly with removal of the airbox snorkel, catalytic converter or significant alterations to the intake system & motor internals. Note that modification/removal of oem emissions equipment, catalytic converter & ecu flashes will violate emission laws in most jurisdictions.

Most ecu flashes are tuned for 91 RON premium fuel (but can be tuned for any octane fuel within the constraints of the motor & associated component design/operational parameters), adjust fuel, ignition & throttle by wire maps (including IAP vs RPM and TPS v RPM tables), deceleration cut-off & back pressure, lower radiator fan on/off temperature settings & a few other parameters depending on the bike. Not all ecu flash tunes or tuners are the same despite many using the same software, so do your due diligence, see this link for a very comprehensive video on this topic by  2WheelDynoWorks who are extremely experienced tuners, particularly with the CP2 motor...they have also posted lots of good info in the Vendor section on the Yamaha Tenere 700 Forum here.

This will be my 2nd 2WheelDynoWorks ecu flash...the 1st was for my 2104 Yamaha Super Tenere 1200 ES & one of the 1st gen 2 bikes that Nels put on the dyno...see my blog here.

From 2WheelDynoWorks Website for Tenere 700

This product is intended for closed-course competition use only. Use of this product for any other purpose is strictly prohibited. By purchasing this product, you acknowledge that the product and/or service being purchased is for racing only and this vehicle will never be used on public roads or land. Such use is prohibited by Federal and State regulations.

ECU flashing is not only MORE COST EFFECTIVE than any other tuning solution, it is far SUPERIOR to any other tuning solution because it also allows for more precise tuning of fuel and ignition timing maps which automatically compensate for changing atmospheric conditions. It also allows for the modification of parameters that are not otherwise adjustable through other tuning solutions, such as electronic throttle mapping.

Our Mail-In ECU Flashing Service also comes with FREE future mapping updates for as long as you own the motorcycle. The only cost you are responsible for is the shipping of your ECU.

Custom Flashing Service:

• Custom IAP Fuel Maps (Intake/Exhaust Specific)
• Custom TPS Fuel Maps (Intake/Exhaust Specific)
• Custom Fuel Bias Maps
• Custom Ignition Timing Maps
• Adjusted RPM Limiter
• Adjusted Cooling Fan Temperature Parameters
• Disable Stock O2 Sensor Fault Code
• Disable Deceleration Fuel Cut

NOTE: You MUST unplug your O2 sensor for our custom mapping to function properly.

NOTE: A check engine light will be present after the ECU is powered up outside of the bike for flashing. This should clear itself after 2 ride cycles but may need to be cleared manually. The check engine light during this time will not affect the rideability of the bike in any way.

DYNO GRAPH BREAKDOWN:

Run 1 is BONE STOCK. Stock mapping, stock intake WITH the snorkel, stock headers, and the stock muffler with the spark arrestor out to allow for us to get an accurate AFR signal with our sniffer down the pipe. 64.4hp/44.5tq PEAK output at the wheel.

Run 35, almost all of the bike is STILL STOCK. The only things we did here were the removal of the snorkel, because no matter what it truly needs to go. I know a lot of guys are worried about water intrusion, and it honestly is NOT as big of a deal as people are making it out to be. We, and our customers, have performed this modification on THOUSANDS (no exaggeration) of FZ/MT-07, XSR700, R7 and Tenere 700 models without a single issue, ever. For those of you worried about water crossings, the stock snorkel only adds about 2 inches of extra height to the intake inlet, so if you're going to be submerging the bike THAT deeply across a body of water on a trail, we HIGHLY recommend removing the stock intake lid and filter and replacing it with a foam filter that allows for a water sock. There is ZERO difference in performance between the snorkel delete and stock intake and all of the foam filter/intake lid designs that we've seen on the dyno. All that matter is that 90 degree bend and rubber protruding into the airbox is no longer there. 65.9hp/46.6tq PEAK output at the wheel with BIG 4hp/4tq increases at the bottom end AND 4hp/2tq at the very top end. Obviously, as with all of our ECU flashing, the throttle response becomes MASSIVELY smoother and stronger throughout the entire RPM/throttle range, but this isn't possible to display on a WOT dyno graph.

Run 9, add virtually any muffler to the stock headers with a snorkel delete and you'll only see very modest gains. With our custom mapping, you'll see about a 1hp/0.5tq improvement throughout the entire RPM range and a 1.5hp increase at the VERY top end. The muffler on these bikes truly isn't a big restriction, which we were surprised to see with all of the chambers and baffling in the stock muffler. We have tested quite a few aftermarket mufflers now, and they all truly perform more or less identically to each other. There's some changes to the necessary fuel mapping for each one, but the final output is essentially unchanged. 67.1hp/47.0 PEAK output at the wheel.

Run 13, add headers to any quality high muffler with a snorkel delete and our custom mapping! BELOW 9k RPMs, there's very small gains (less than 1hp), but ABOVE 9K RPMs the power curve is maintained MUCH better to the limiter. You also save 12-14lbs, depending on which aftermarket headers you're using. We've tested a few of them, and once again there is virtually no difference in output between the aftermarket headers. 67.7hp/47.1 PEAK output at the wheel with an extra 4hp ABOVE 9k RPMs all the way to the limiter when compared to the stock headers. From bone stock to a full exhaust system, snorkel delete and our custom mapping, there is a massive 10whp improvement at the limiter (10,250 RPMs).

Again, all of this is ONLY showing WOT performance at the wheel. Much of the results that your butt dyno will feel are even more significant than this displays, as the fuel and ignition mapping changes at WOT are actually much less dramatic than the low/mid range and part-throttle changes that we make to all of our custom mapping!

 

2WheelDynoWorks Electronic Mapping Tech Article & ECU Flash FAQ Pages

For those that wish to better understand Electronic Mapping Nate has provided a comprehensive tech article here & the their ECU Flashing FAQ page can be viewed here.

Air Filter, Pre-Filters, Aftermarket Airbox Lids, OEM & MIVV Dakar High Exhaust

The oem paper air filter performs the functions it was designed for well enough, but is expensive, not reusable & outperformed by some aftermarket options, so many opt for reusable oiled air filters & pre-filters like Uni Fliter (oem fitment in Australia), FunnelWebFilters, Twin Air & Guglatech. Cotton based filters, like K&N, DNA & BMC, are not recommended for dusty or extreme conditions because of poor filtration performance of smaller particulates. See my air filter blog post here. After using the FunnelWebFilters snorkel & de-snorkel styles of pre-filters I recently decide to go with the MWR Filtercage & Outercover instead, see my blog post here.

The oem muffler is a baffled multi-chamber design with internal spark arrestor that actually flows reasonably well (as per 2WheelDynoWorks), but is heavy, fugly & epa tuned for sanitized loudness & sound quality that has spawned a healthy aftermarket of low & high mount designs with some using the oem exhaust hanger &  designs that completely relocate the mid-pipe & muffler higher & tucked in close to the frame & body panels. The catalytic converter, which is integrated into the oem header (under the engine on Euro 4 bikes 2019-2022/23 depending on market & in front of the motor on Euro 5 2023/24+ bikes depending on market), is the most restrictive exhaust component & generates very high temperatures, so some opt to replace the header with a cat free design. Note that most decat headers are not homologated & sold only for off-road/race use. See my T7 exhaust blog post here & MIVV Dakar post here. 

2WheelDynoWorks ECU Flash May 09, 2024

I rode down to their Kirkland, WA, location from the Vancouver, BC area arriving 30 min before they open at 10 am & was soon greeted by Patrick whom I remember from the 2015 dyno tuning of my 2014 Yamaha Super Tenere 1200 ES with Nels. Accessing & removing the ecu from behind the left rear body panel required removal of my left Dirt Racks HD Soft Luggage Rack & DIY left calf peg + removal of the under seat & left side rear body panel bolts. The flash itself only takes a few minutes...they have done thousands of CP2 dyno runs for almost every oem & aftermarket intake & exhaust combination available & matched a flash to my MWR Filtercage & Outercover, Guglatech Ultra 4 air filter, Black Widow decat header & MIVV Dakar high mount exhaust & my bike's ecu (Yamaha has 2 part numbers for each North American model year Tenere 700 ecu). They refunded the $50 US shipping costs that are included with the mail-in ecu flash purchase. Nate, who is the 2WheelDynoWorks cyberspace spokesperson & point of contact for most client communications, arrived about mid-flash & was unprepared for his 6' 9" presence & shortly after disappeared into the dyno room.

The Tenere 700 flash requires disconnecting the oem O2 sensor which I had previously done (see the ECU Flashing FAQ page link earlier in this post for details). Anytime the ECU is powered up outside the bike &/or the O2 sensor is disconnected it will generate fault codes & trigger the dash check engine light...their flash deactivates the code generated by disconnection of the O2 sensor & Patrick offered to clear the codes for me, but I brought my own OBDll reader & cable & did it myself....no fault codes have been generated since the flash & the check engine light remains off. 

Ride Review May 09, 2024

As previously mentioned the 2WheelDynoWorks Tenere 700 flashes produce refinement in fueling & throttle response along with modest performance gains mostly in the low/mid range, at part-throttle & at WOT & a healthier running motor. Fueling is now smoother, particularly during on/off/on throttle & from idle to 5,500 rpm, with linear power right to redline while feeling slightly stronger at all rpm with a slightly less raspy tone & less popping/burbling during run on & down shifting. Yamaha's  CP2 motor has a reputation for being a paragon of civility with controllable linear & torque rich power across the entire rpm range, but the flash, in combination with the intake & exhaust changes, elevate the motor's character, refinement, tractability, output & interface experience even further. There appears to be no peaks or valleys or stumbles anywhere...chugging along smoothly & effortlessly without protest at very low rpms regardless of gear, with precise & responsive part throttle & pulling redline with authority...the utterly smooth & linear power delivery deceptively masks the performance gains, but they are omni present, more subtle than dramatic. Bike water temp during steady hwy speed are now slightly cooler & the fan now comes on & shuts off 10 degrees cooler than oem.  

Despite both fuel fills being Shell Premium unleaded it is difficult to compare pre-flash (Canadian fuel) to post-flash (US fuel) economy because of differing ethanol content, additive packs & octane rating for Canadian vs US premium unleaded fuel AND my more aggressive throttle & use of higher than normal rpm to explore the new found benefits & performance of the flash combined with 5-10 km higher average hwy speeds used during the post-flash return trip on US fuel...but post-flash consumption was 2.4 km/L or 6.7 mpg (Imperial) lower....I will need to finish the current tank of US Chevron 92 bought in Ferndale & a tank of Canadian Shell 91 before making any conclusions regarding consumption.